Automatic train-stop or cab-signal.



Iutfud Jun. 7, IQIQ.

3 sHErs---SHEEI l.

E. M. IONES. AUTOMATIC TRAIN STOP 0H CAB SIGNAL.

APPLICATION FILED SEPT. I3. ISIS.

J M* a c/M Il 2 I A I y l0. I I] Q f N d 3 @I w f f 5 I II w10. ML I J.1 f r .//F i r/f 5 E M 7/ I a A Hm ql ...r1/#Mw J iii/ow I I III /TYE/m- IHWMII I n.: Nam: runs n.rnmLnnmvummvM 1. c

E. M.10NES.

AUTOMATIC TRAIN STOP 0R CAB SIGNAL.

APPLICATION FILED sEPT.13.1915.

1,290,223. Patented 1311.111119.

3 SHEETS-SHEE 2.

E. IVI. JONES.

AUTOMATIC TRAIN STOP OH CAB SIGNAL.I

\ Patented. Jim. 7, ISIIJ.

' 3 SHEETS- sneu 3.

" APPLICATION FILED SEPT. I3. I9l5.

IIIIIIII,

ZZTU fr www.

TTU-

srns PATENTI orrion.

ELMER M. JONES, OF ATLANTA, GEORGIA, ASSIGNOR T JCNES SIGNAL SYSTEMCUIVIPANY, OF ATLANTA, GEORGIA, A CQIRPRATION `0F GEGRGIA.

AUTOMATIC TRAINSTOP OR CAB-SIGNAL.

ll,29itl,223.

Specification of Letters Patent.

Patented J all. 7, 1919.

Application filed September 1S, 1915. Serial No. 50,289.

To all whom t may concern.'

Be it known that I, ELMER M. JONES, a

citizen of the United States, residing at At lanta, in the county ofFulton and State of Georgia, have invented a (ertain new and usefullmprovement in Automatic Traindtops or Cab-Signals, of which thefollowing is a full, clear, and exact description, reference being hadto the accompanying drawings.

rlhis invention relates to automatic train stops, cab signals or similarindicators of the mechanical trip type, wherein a train or tar isprovided with a movable member, the actuation ot which may apply abrake, give a. signal or otherwise control the train, and the trackwayis provided with movable ramps or impingement devices located atintervals and adapted to be positioned in active or idle position,according to the track conditi ons. My invention is concerned with boththe vehile device, which when actuated opens an air vent giving a signalor applying a brake, and with the track equipment, which in this case ispneumatically operated and electrically controlled. My system isespecially well adapted for use on such railroads (tor example, elevatedroads) as are provided with pneumatically operated and electricallycontrolled tra k signals, and operates in harmony with such signals.With such initial equipment, I simply tap the air line for my operatingpower' and the electric line for the controlling energy, withoutinterterirg in any way with the present track signals. Mv invention ishereinafter more fully explained and its essential characteristics setout in the claims.

ln the drawings, Figure 1 is a side elevation oi a portion of atra'kway' and a car equipped with my automatic stop; Fig. 2 is asectional side elevation and Fig. 3 is a sectional plan of the vehicleequipment; Figs. 4 and 5 are respectively a longitudinal section and anend view ot the air valve seat; Figs. 6 and 7 are respectively a sideelevation and an end view of the air valve plug; Fig. 8 is a plan,partly broken away, of the grr-und or track device; Fig. 9 is a verticalsection of the track devire, being taken at right angles to the trackrail and on a scale larger than Fig. 8; Fig. 10 is a diagramillustrating the connection of my system to the existing air andelectric signal lines.

As shown in Figs. 1, 2 and 3, 10 is the casing of my vehicle equipment,which is a rectangular box-like l'rame adapted to be secured to thetruck of a car or other vehicle. As shown in Fig. l, the frame issecured to the outer side of a longitudinal member A of a trucksupporting a suitable car B. The wheels of the truck travel on the railsC sup ported on the ties D, which constitute the trackway.

The casing 10- for the vehicle equipment is shown as having a top plate1l, a rear or inner wall 12, end walls 13 and 14, inwardly extendingbottom portions 15 and 16 near the opposite ends, and a low front wall17. Above the low wall 17 I provide a suitable cover plate 18 (Fig. l),thus completing a box open only below.

Bolted to the upper wall of the casing 10 is the seat member 20 of theair valve. This member is shown in detail in Figs. 4 and 5. It consistsoi a bracket having a central opening 21 threaded for the reception ofan air pipe and terminating at its lower end in a partiallv cylindricalface 22. Extending downwardly at opposite ends ot' this curved face arebifurcatcd legs 23 and 24.I The bracket is shown secured to the upperplate of the casing by cap screws passing through openings 25 in the braket. The other memz ber of the air valve consists oi'. a cylindricalbarrel or plug having the same curvature as the seat 22 and havinggudgeons 3l`atits ends occupying the bifurcations of the legs 23 and 24.Extending into a radial opening in the under portion of the valve plugis a strut which is shown as secured some what loosely to the barrel bya pin 36. The barrel and seat i'orm a ground joint, and, when the barrelis pressed upwardly to the seat by the strut, it seats snugly and theescape of air through the opening 21 is prevented. However, when thebarrel is allowed to drop, the air pipe connected with a passageway 2lis thereby vented, which, as is well understood, will apply brakes oroperate a signal, as desired.

To maintain the plug 30 against its seat and allow it to drop whendesired, l provide the toll-owing me' hanism. Pivoted on a rod 40(secured to the side members et the casing), is a lever 4l having adownwardly inclined portion 42 and an upwardly inclined portion 43 withan end projection 44 which overhangs the casing bottom 16. The botinto aposition so that the lever 41 engages it.

'portion 47 of the bar 46.

tom 15 at the other end comes close to the pivot of the lever and thelever is substantially as wide as the space between the side plates 12and 17, and thus terms a movable bottom for the casing. Extendingupwardly from the pivot 40 is an extension 45 ot the lever, the upperend of which is pivotally connected to a bar 46. This bar is shown asextending diagonally downward from its pivot, then horizontally at 47,then upwardly at 48 and iinally having a horizontal extension 49. Theextension 49 normally engages and is supported by the hooked end orcatch 50 of an upright rod 51, which is pressed upwardly by asurrounding spring 52. The spring and rod are mounted in a housing 53bolted to the top plate 11, the spring resting at its lower end againstthe Vbase plate ot the housing and at its upper end against a collar 55on the rod.

The strut 35 which, as stated, is connected with the valve plug, ispivoted at its lower end between ears 57'on the under side of tjie Thelever 41 is normally held in the position shown in Fig. 2, by means ofthe compression spring 60, -whi h is shown as located in a tube 61pivoted to the casing at 62, the spring surrounding a rod 63 and bearingagainst a collar 64'thereon. The rod extends out of the casing, as shownat 65, where it is pivoted to a bracket 66 secured to the upper tace ofthe lever 41.

' vThe spring 60 holding the lever 41 in the v.position shown, the letthand end (Fig. 2)

ot' the bar 46 is held elevated, and the right hand. end being held upby the catch 50, the barrel 30 is maintained against its seat underpressure of the spring 52. This spring is strong enough to overcome thelair pressure on the barrel through the opening 21, 'so that the valveremains closed. New,

it will be seen that the upward movement of the lever 41 will move thepivot of the lear 46 to the left (Fig. 2), and withdraw the nose 49 fromthe catch 50, whereupon the bar 46, the strut 35 and the barrel 30 willdrop by gravity, assisted by the air pressure inthe pipe 21. which isthus opened.

The correspondingly numbered dotted lines in Fig. 2 show the position otthe partel at the time when the air pipe is vented. ne

cordinglv, to automati ally apply the brake I provide an impingementmember or ramp along the tra'kway, which may be moved l/Vhen the forwardmovement ot the car causes the lever to ride upwardly on the ram a thisshifts the bar 46 and releases the l a air valve. After the lever 41 hascleared the ramp it drops bv Igravity to normal position. but `when itreturns the valve remains `onen as the bar 46 simply rides on the stationary sto-o 70 and cones into a position where its left hand end iselevated and its right hand portion depressed, the right hand portionbeing` indicated at 49'l in Fig.

To restore the bar 46 to normal position and thus close the nalve, it isnecessary to elevate the right hand end ot it, and I do this by 'orcingdownwardly the bar 51 against the action of the spring 52 until theinclined lower end or rath thereof slides over the end 49at of the bar,whereupon the return of the rod 51 to elevated position under theiniiuence of the spring 52 returns thel bar 46 to normal position andcloes the valve. This closing movement rocks the valve plug on its seat,thus insuring a clean and tight joint.

Any suitable means may be provided for depressing the bar 51. It isdesirable, however, to provide means which are operable from the cab orsome portion of the vehicle, and, as the vehicle n'lechanisin describedpreferably mounted on the truck, there should be some flexible operatirgonne tion which would allow the turning ot' the truck on its king pin.Such flexible connewtion is indicated in Fig. 1, .where 75 designates achain leading t'rom the lnotormans cab ot' the vehicle B to a bell crank76 pivoted to the truck and connected with the bar :31. The (hain may bepulled by hand, by an air devi e, or in any other manner.

I will now describe the track devi e which is adapted to be positionedto cooperate with `the lever 41. This track device is pneumaticallyoperated and electrcally controlled. Its air supply is adapted to bereceived -from an air pipe along` the trackway by means ot a bran'h pipehaving .fr T- onnection with the tra'k pipe. A suitable master valve inthis track pipe is controlled by a ma griet or solenoid energized by anelectric circuit. This master valve may be the controller tor the tracksignal or may be additional thereto.

The diagram (Fig. 10) shows at 100 the main track air pipe, at 101 thebraneh pipe leading therefrom to an individual ground device, and at 102a master valve ontrolling the admission otl air to the bran h pipe. Apipe 103 is indi ated as leading 'tron the pipe 101 to a track signal.The master valve is adapted to be opened by a solenoid 103 the solenoidis energirfed) but to vent that pipe whenever it is desired to throw theramp to active or stoppinfr position. 10iindicates an air vent and 110the spring tendingto turn the valve barrel to vented position. when thesolenoid is deuere'ixed. this being the position shown in the diagram.

llO

The ramp is illustrated in Figs. 1, 8 and 9 and is designated 120. Tt isshown as having a double-inclined topto present a pea-k. When thispeakis below the level of the rail top, as shown in full lines in Fig.9, the ramp is in clear position and the lever 41 of the vehiiV ledevice may pass idly over it.. When the ramp is elevated into theposition shown in dotted lines in Fig. 9 and in full lines in F ig. 1,it is in its active or danger posi.- tion and operates to elevate thelever 41 and apply the brake or give a cab signal. The ground devicesoperates, as will now be eX- plained, to elevate the ramp whenever theair pressure or electric current fails,` intentionally or accidentally.l

The ground or track device is shown in Figs. 1. 8, 9 and 10. It iscontained within a casing 125 lo'ated between ties and extendingoutwardly beneath therail and on the outer side of the rail, andisprovided with upwardly extending parts 126 and 127 (Fig. 9) which forma bearing and guide for a plate 130, which forms the shank of the doublefared ramp 120. This ramp, in safety position, stands with its peak aslight distance below the top of the plane of the rail C. It is raisedto danger position by an upward movement of the shank 130 whi h carriesthe perk to the position shown in dotted lines in Fig. 9 and infulllines in Fig. 1.

The shank of the ramp 130 is shown as guided near its lower portion by apair of stationary cross rods 132 and 133. Extending into an opening inthe shank above these rods is a lever 135 which is pivoted on a crossbar `136 and is heavily counterweighted `on the opposite side of thelever, as indicated by the flaring extension 137. The gravity,therefore, tends to swing the left hand end of this lever downwardly(Fig. 9) and thus raise the ramp.

ln Fig. 9. `140 indicates a stationary piston mounted on the upper endof a pedestal 141 seured to the bottom of therasing 125. Surroundingthis piston is a cylinder 14.3 having a iiange 144 extending beneath thepiston andcarrying on its underhangine; portion the packing 146.Extending axially through the piston and pedestal is an air passageway147, and when air is forced the pivoted latch V156 which carries orforms gravity until the extension 160 thereofv strikes: on the abutmentbumper 161 (preferably: a fiber block), on the upper end of thecylinder. Such movement raises the ramp suiiiciently for it to be indanger position. In this falling movement the air in the cylinder formsa buffer, breaking the shock.

It will be seen from the above that `any failure in the elet-triccurrent .fo the magnet 15S, whether intentionally or from a brokencircuit, or run-down batteries, will `throw the ramp to danger position.Any failure in the air supply to the cylinder, whether `intentionally oraccidental, will allow the `cylinder to drop, carrying down thesupporting pawl 150 and thus lowering the lever, also raising the rampto danger position. In the intended operation of the device to dangerposition the magnet 15S is denergized and the air supply is also shutoff to the cylinder. i

.When the counterweightcd lever falls to the liber blok 161 it deliversa decided blow to the ramp shank, by reason of oenipying a loose slot inthe shank. This blow will break the ramp loose from any incasing icewhich might form on it, and it also raises it to a sufficient height toengage the car `lever whether the cylinder falls or not.

i the trainlnens attention to this condition.

Vhen the counterweighted lever drops by reason of the magnet 158 beingdenergized, abar 170 fonnected with the lever is shoved downward and ashoulder 171 thereon engages a pawl `172 on the end of an arm 173 whichis connected with the shaft of an oscillatory air valve 174. This valveis located in a casing. 17 5 interposed between the branch airline 101and a conduit 176 leading to the passageway 147. Ordinarily the line isopen from the pipe 101 to the pipe 176 by reason of the arenal recess178 in the oscillatory head 174. As the strut 170 `shoves downwardly onthe pawl 172 it swings this oscillatory head in the left hand direction(Fig." 9), against the influenceof Ia spring 179 `to close the pipe 101and @pen an exhaust pipe 180 communicating with the atmosphere in thecasing 175. rl`his frees the air in the cylinder 148 and the latterdrops by gravity, thus allowing the counterweighted arm to descendfarther, until stopped by striking and resting on the cross rod 182.This elevates the ramp to its highest position, as shown in dotted linesin Fig. 9. Y

The counterweighted arm follows downwardly, as stated, with the fall ofthe cylinder 143.- As these parts reach their lowest position thecylinder impinges on a horizontal arm 185 of a bell crank pivoted on thebase of the pedestal 141 and having an arm 186 connected at its upperend with a slot 188 on the link 170.l The weight of the cylinderdepresses the horizontal arm 185 and thereby swings the link to the left(F ig. 9), which releases the pawl 172, and thereupon the spring 175restores the valve 174 to the position shown in Fig.`9. In thisposition, if air is supplied through the pipe 101 the cylinder is againraised, and, in rising, restores the counterweighted arm to the K clearposition shown in Fig. 9.

The valve 174, just described, is `for the purpose of insuring arestoration of the air vcylinder to elevated position, following theactuation of the latch ma gnet158, whenever the air is supplied throughthe master valve, such 'supply corresponding to a safety condition ofthe circuit controlling the master solenoid.

The air supply to the pipe 101 is, as stated, controlled by themastervalve 102. This valve is shown as being simply an oscillatorycock, which, in the denergized position of the solenoid, opens the pipe101, and, in the energized position, closes communication from the mainpipe 100 and connects the pipe 101 with the vent 10i. Accordingly, theenergization of the solenoid 105 normally vents the cylinder 143, and,under proper working conditions this is .fuficient to throw the ramp todanger position. In case, however, for any reason, the master valveshould fail to vent when the solenoid is de'energized, the simultaneousdeenergizing of the magnet 158 (which may be in series with thesolenoid), releases the catch 151, causing the counterweighted lever todrop, and putting the ramp in danger; position. As stated. this movementis automatically followed by the dropping of the cylinder and placingthe parts in such position that, when the current is again establishedthrough the solenoid and magnet 158 the lever and ramp will be restoredto clear position. Y

Air used .in electro-pneumatic signaling is usuallyV dried before it isallowed to enter the service pipes, but, as an eXtra precaution watertraps may be placed in the pipe line leading to the stop machines, asindicated at 191 in Fig. 10. To prevent an)r moisture which might getinto the cylinder from possibly forming an ice coating across the upperend ot the passageway 147, I provide a central boss 194 on the upper endof the piston, thus leaving an outside annular channel for thepreciptated moisture.

Having thus described my invention, what I claim is:

1. The combination with a movable track member, of a pneumatic deviceand an electro-magnetic device acting conjointly to move the trackmember to clear position, and constantly acting means tending to move itto danger position, whereby the failure of either the` electric supplyor the air supply gives the track device a danger position.

2. The combination of a movable track ramp, a. counterweightod levertending to move the same to danger position, and combined pneumatic andelectric devices acting conjointly to sustain the counterweighted leverwith the ramp in clear position.

3. The combination of a movable track ramp, a counterweighted levertending to move the same to danger position, an electro-magnetic latchcarried by said leer, and a pneumatic operating device coacting withsaid latch lto raise the counterwcighted end of the lever.

4. The combination of a movable track device, a c'ounterweigbted leveradapted to move said device, a latch carried by said lever, anelectro-magnet for controlling said latch, and a pneumatic motor havinga movable member adapted to coact with said latch.

5. The combination with a stationary piston, of an upright cylinderembracing the same, means for admitting fluid into the space between thepiston and cylinder. a counterweighted track device. and mechanism forpositioning it, including an electromagnetic latch connecting it withthe cylinder.

6. The combination with a stationary piston, of an upright cylinderembracing the same, means for admitting fluid into the space between thepiston and cylinder, a track device, mechanism for positioning itincluding a counterweighted member adapted to descend by gravity, and anelectrioally controlled latch carried by said member and coacting withthe cylinder.

7. The combination with a movable track ramp, of a counterweighted leveradapted to move the ramp, a stationary piston, an upright cylinderembracing the piston, means for admitting fluid into the cylinder abovethe piston to raise the cylinder, and an electrically controlled latchbetween the cylinder and lever.

8. The combination of a track ramp adaptedv to be raised into dangerposition or de- CII pressed into clear position, a counterweighted leverfor so moving the ramp, a lat h carried by the lever, electro-magneticmeans for controlling the latch, a stationary piston, an upright movablecylinder surrounding the piston, and means carried by the cylindercoacting with the latch.

9. 'l he combination ol. a track device adapted to coact with indicationmechanism on a Vehicle, ine` hanism for moving the trank device,pneumatic and electro-magnetic means acting conjointly for ioitrollingsaid mechanism, and means whereby the `failure of the electric currentautomatically releases the air in the pneumatic device.

10. The combination et a movable track ramp, counterweighted mey hanismtending to move it to danger position when said mei hanism drops, apneumatic motor to raise said mehanism, an electro-magnetic latchadapted to release said mechanism, and means whereby theelectro-magnetic release of the mechanism is automatically followed bythe release of the air in the pneumatic motor.

11. Ill`he combination with an indication device on a vehicle, of amovable track device adapted to coact therewith, a pneumatic motor formoving the track device to clear position, a weight for moving it todanger position, electromagnetic means for releasing the air in saidmotor, and means for automatically closing said release when the motorreaches the end of its stroke. y

12. The combination of a movable track ramp, a pneumatic motor adaptedto move the same to clear position, an electro-magnetic latch adapted torelease the ramp, a weight adapted to move the ramp when re leased,mechanism operated by the falling weight to release the air from themotor, and means for automatically closing` said release after the motorhas moved into position corresponding to the danger position ol theramp.

13. rlhe combination olf' a movable track ramp, a counterweighted levertending to move the ramp into danger position, a pneumatic motor, and anelectro-magnetic latch coacting and adapted to raise the counterweightedend of the lever, mechanism whereby the dropping of the lever or failureof the electric currentreleases the air in the motor, and mechanism forautomatically clos ing such release at the end of the stroke of themotor.

14. The combination with vehicle indication mechanism, of a movabletrack device adapted to coact therewith, constantly acting means tendingto move the track device to danger position, a fluid lnotor adapted toVmove the device to clear position, an electromagnetically controlledvalve for releasing the fluid in the motor, means for automaticallyclosing such release after the motor is operated, and electricallycontrolled means for supplying pressure fluid to the motor.

15. 'll` he combination of a movable track ramp, a counterweighted leveradapted to move the same to danger position, a fluid motor and anelectro-magnetic latrh acting conjointly to raise the counterweightedlever, the failure oit' the electric current or the pressure fluidcausing the lever to drop, means whereby the dropping of the leverautomatically releases the fluid to the motor, means whereby suchrelease is closed after the motor has moved, and means for controllingthe air supply to the motor.

16. The combination ol a movable track ramp, a counterweighted leverconnected therewith, a stationary iston, a movable upright cylinderembracing the same, an ele'trdmagnetic latch between the cylinder andlever, an automatic valve controlling the air supply to the cylinder andadapted to release such supply when the lever drops, and a controllingvalve for controlling the supply of air to the automatic valvementioned.

17. rllhe combination of a movable track ramp, a counterweighted leverconneifted therewith, a stationary piston, a movable upright cylinderembracing the same, an elec tro-magnetic latch between the cylinder andlever, an automatic valve controlling theair supply to the cylinder andadapted to release such supply when the lever drops, means `forrestoring said valve to normal position when the released motor reachesthe end of its effective stroke, and a controlling valve controlling thesupply of air to the automatic valve.

.ln testimony whereof, I hereunto atlix my signature.

ELMER M. J UNES.

Genies et" this patent may be obtained for ve cents each, by addressingthe Commissioner of Patents,

Washington, I). El."

